2010 Lotus Evora

Loaded Coupe

6 - Cyl.

Manual

SCCLMDTU2AHA11044

Gasoline

Guess who's back, back again, tell a friend... Attention: Lotus and Automotive Enthusiasts! As my website indicates I really appreciate classic cars. I seek cars that are very detailed and have the "POP" factor. Not only are classic cars a part of automotive history but there not as common as all the other vehicles on the road today. Although I like newer cars they just don’t do the same for me as a classic. I’ve always had a desire to get a newer sports car but wanted something that was different and not to ostentatious like a Ferrari or Lamborghini. I also didn’t want something as common as a Mustang, Camaro, Corvette, Viper or Porsche. When Lotus introduced the 2010 Evora 2+2 I really thought it would be the perfect European sports car! It’s got great racing history, looks and performance. The best part is I’d probably be the only guy in town with one. When the Evora was first introduced you could get a special "Launch Edition". The model would be fully loaded with a sticker price of $86,255.00. Yes, this is a "Launch Edition"!!! Search the market and see how many "Launch Editions" are available. You’ll see they’re very rare. Here’s your opportunity. Keywords that describe this sexy street machine: 1. As I mentioned above Lotus is a huge name in the world of racing automobiles. I’ve included a description of "The History of Lotus" below. 2. The name "Evora" keeps the Lotus tradition of beginning model names with an "E". The name is derived from the words evolution, vogue, and aura. 3. Lotus Motorcars only expected 2000 Evora sales per year. On 12 August 2009, British car magazine Autocar named the Evora as Britain's Best Driver's Car 2009. Many other automotive magazines ranked the 2010 Lotus Evora #1 in tests comparing it to the competition. I’ve included a copy of the Car and Driver magazine Ratings and an article comparing the Porsche Cayman. 4. The 2010 Lotus Evora 2+2 that I’m listing for sale is a special car. It was driven 4000 miles by a Lotus Executive and was used to promote the Evora Launch. That’s why it’s called a "Launch Edition". 5. This car was never owned by a person prior to me purchasing it. I’m a used car dealer so it really hasn’t ever been owned by a person per say. 6. The original in service date was April of 2010 which means it still has the factory bumper to bumper warranty good until April 2013 or 36,000 miles whichever occurs first. It also has chassis corrosion warranty until 2018. 7. This Lotus surely has the "Pop" factor! Its beautiful white Lifestyle paint is complimented with Paprika leather interior. The Forged Anthracite upgraded wheels add the icing on the cake. 8. This Lotus is also equipped with the following options: Back up Camera, Forged Anthracite wheels, Lifestyle paint, Premium Package, Sports Ratio Gears, Sport Pack and Tech Pack. The window sticker price was $86,255.00. I’ve included a copy of the window with all standard equipment and optional equipment that is included. 9. The owner’s manual and all paperwork that came with the car new is also included. 10. This car has a clean CAR FAX with NO ACCIDENTS. It has had NO PAINT WORK. This Lotus is in absolutely beautiful condition. It has been completely detailed. Even the interior smells new. 11. This car is completely loaded including such features as navigation, iPod connection, back up Camera, parktronic sensors; power everything, 6-speed, Bi-Xenon lights, keyless remote, alarm system, leather seats, etc. 12. Auto bond has been applied to the front bumper and hood. This is a plastic coating that is put on to keep the front of the car free of chips from road rash. It normally costs about $700 and is purchased at participating dealers. 13.Why buy brand new when you can save thousands with this car? Introduction: Hello, I'm Marc Schiliro from MS CLASSIC CARS, LLC. You might recognize my name or website from other magnificent classic cars I've listed for sale nationally. I've been playing with classic cars as a hobby for over ten years now. I didn't expect things would grow into what they have so late last year I became an official Limited Liability Company. My official business name is MS CLASSIC CARS, LLC. Most of the cars I sell now are through Barrett Jackson. There's four Barrett Jackson actions a year so I keep very busy consigning anywhere from one to eight cars per auction. I've been very fortunate to have sold some cars in the top 25 highest sales priced vehicles. Over the years I've also featured classic cars at the Carlisle Expo and Atlantic City Auto Auctions. I've also had classic cars featured in many magazines and on multiple websites. I specialize in extremely detailed classic cars. I buy cars that are finished, I redesign other people’s restorations and also coordinate complete restorations from start to finish. Sometimes I get lucky and get a car that I do nothing to it. I strongly feel that my cars have the "POP" factor. I love what I do and I'm extremely passionate about it! I have a VIP EMAIL BLAST list that gets sent via email to thousands of people anytime I get a new addition. If you'd like to be added to that list please visit my contact page on my website. The power of networking is amazing! The Market: As I've mentioned above I've been playing with classic cars for over ten years now and have seen a lot happen. I've seen the hobby continue to grow not only at the auctions but also with the amount of television shows, magazines and websites that are related to classic cars in some form or another. I strongly believe the classic car market is a great place to invest in. When the economy is strong, the classic car market is extremely strong. When the economy isn't so strong the classic car market holds it's own. I've sold classic cars in both economic conditions. The reason classic cars make such a great investment is because people are crazy about cars, especially classic cars! I've learned it's not just the United States; it’s the entire world. Barrett Jackson stated," Foreigners can sometimes represent 25% of the registered bidders at one of our auctions. At the Barrett Jackson in Scottsdale, AZ 2011 they stated, "They had a registered bidder from every state in the USA." I've also learned that no matter the gender or age, all different people appreciate this hobby. Another example would be the Barrett Jackson auto auctions; not only do millions of people watch it live on the Speed Channel but hundreds of thousands of people attend these auctions. Every year the attendance of visitors at the event and number of viewers on T.V. increase. Over the years I've noticed that the extremely detailed classic cars have always commanded a higher price. Even people who don't have any classic car experience can recognize and appreciate attention to detail. Currently the overall market is on the raise once again. Certain classic cars are on the rise and others are on the decline. Typically, the classic cars that are on the rise are the cars that a lot of people don't own. In other words there are classic cars that haven't saturated the market. The cars that are at every car show and auction and page on the Internet for sale are the ones that aren't changing in value or are slowly on the decline. Of course, if the car is spectacular it will command a higher price as I mentioned. It's all about supply and demand, not a good or bad economy. Custom cars have remained strong because each car is different from the next one. They each have their own character. This kind of changes the supply and demand theory. Unique cars that have been customized are on the rise. My 1957 Ford Fairlane I consigned to Barrett Jackson in Scottsdale, AZ 2011 would be a perfect example of that. Classic pickup trucks are also on the rise. I'm proud to announce I just purchased my first classic pickup truck and I'm sure it won't be my last! Besides everything I've mentioned, there's nothing better than getting in your classic car and going for a spin. Classic cars aren't just good investments but there fun to own! You only live once, GO GET YOURS TODAY! Car and Driver's ratings and information: Car and Driver rated the Evora: 10 out of 10 for handling. 10 out of 10 for steering feel. 9 out of 10 for brake feel. 9 out of 10 for exterior styling 23 out of 25 for "Fun to Drive" The Evora Bested Both the Porsche Cayman S and the Corvette Grand Sport!!! The Porsche Cayman S and the new Lotus Evora are two of the finest driving cars available at any price. They trade outright horsepower for handling prowess, telepathic controls and even a bit of fuel frugality. But which one cuts the best curve? Los Angeles—After years of gestation, the new Lotus Evora has arrived on our shores. With an aluminum chassis, a Toyota V6 and a close-ratio manual transmission, its maker claims the low-slung sports car handles better than anything else on the road. Heady claims for sure, especially since the Evora's $74,675 base price also lands it right against Porsche's Cayman S, a lauded driver's machine that debuted in 2006. To find out which one rules the tarmac, we ran the pair on and around L.A. mountain roads, highways and city streets, and also stopped at Camarillo airport for instrumented testing. Over what was probably the best 330 miles we've ever spent in cars, we found our favorite. The Specs between the Cayman and the Evora: While both of these cars carry six-cylinder engines ahead of the rear axle—a rare engine placement—they're actually very different vehicles. For example, the Evora has a V6 engine, while the Cayman relies on Porsche's flat six-cylinder. Displacing 3.4 liters, the aluminum motor employs a dry-sump lubrication system, variable valve timing and lift, direct fuel injection and a lofty 12.5:1 compression ratio. It belts out 320 hp at 7200 rpm and 273 lb-ft at 4750 rpm. A six-speed manual is standard, but our test car had the optional $3420 seven-speed automated dual-clutch gearbox. This powertrain rides in a steel unibody that's a hardtop version of the Porsche Boxster. Struts front and rear anchor the tires to the chassis and optional adjustable shocks that were on our testor offer two suspension settings, normal and sport. Massive disc brakes ride inside all four wheels. The Lotus eschews the conventional pressed-steel unibody for a hybrid aluminum and steel frame. The center tub is made from aluminum extrusions that are bonded and bolted together. An aluminum front subframe carries the front forged-aluminum control arms, while in the rear; a galvanized steel structure holds the engine and rear suspension. The body is fiberglass. Driving the Evora's rear wheels is the same engine that's in the Toyota Camry. This sounds horrendously plebeian for an exotic-looking sports car, but the Camry's 3.5-liter V6 is actually a decent mill, and frankly, a small-volume manufacturer like Lotus—about 2000 cars a year worldwide—couldn't develop its own engine and sell a car for less than 100 grand. So like the Elise, the Evora relies on Toyota for power. Lotus provides its own engine-management system, exhaust and intake, which has bumped the power to 276 hp at 6400 rpm and torque to 258 lb-ft at 4700 rpm. There are two manual six-speed transmissions available, standard and close ratio. An automatic will be offered by the end of the year. As an "everyday" Lotus, the Evora also has some major concessions to practicality not typically seen from the brand. Most notable is the rear seat. It's a cramped bench that's not fit for anyone over 5 feet tall, but since the rear trunk is small, the extra interior space is useful. The extra interior length also means the Evora can comfortably accommodate taller drivers than the Cayman. In addition, the Evora offers a backup camera, leather trim, iPod connectivity, navigation and, except for cupholders, nearly all of the features one might desire in sometime commuter. The Cayman, likewise, can be outfitted like a Cadillac, but naturally the price rises quickly with each option. Our loaded version rang in at $76,505, a princely sum, but roughly nine grand cheaper than the $85,680 Evora. At least the fuel bills will be somewhat reasonable. The Cayman is rated for 20/29 EPA city/highway, and the Lotus comes in at 18/27 with the close-ratio gearbox. And as you'll soon learn, that's reasonable efficiency for the performance these cars provide. The Drive: The Evora's extruded aluminum side sill provides a bit of hurdle when you drop into the bucket seat. We're not talking about major gymnastics, but a rehearsed technique greatly eases the ingress/egress. So getting in the Evora is either a sense of occasion or an unfortunate inconvenience depending on your outlook. The Porsche is like any other car with unimpeded access. Once inside, neither car is especially roomy. The Lotus has the advantage of greater fore and aft seat travel, but shoulder room feels a little tight compared to the Porsche. Also, the Evora's pedals soak up every bit of the pedal box so there's not any room for a dead pedal. Still, both cars have tilting and telescoping wheels, which meant a comfortable driving position was readily achievable. On the dragstrip, the Porsche's 13 percent better power-to-weight ratio and quick-shifting gearbox carried the day. It ran to 60 mph in 4.82 seconds, a half-second quicker than the Evora. And of course, the acceleration gap continues to widen as the speeds increase. The Evora has a slight grip advantage—its 0.99-g skidpad number is 0.01 g higher, and it stops from 60 mph in just 104.29 feet, nearly 4 feet better than the Porsche. On a racetrack the Porsche would still quite easily hand the Evora its lunch. In normal driving both are shockingly civilized and quiet, but the Porsche has an edge. For one, there's the automated gearbox; as much as we liked rowing the Evora's gearbox, in traffic it gets old. Also, the Lotus has huge B pillars that hamper rear visibility, especially when checking the blind spots. Change the venue to a sinewy mountain road, however, and things change. The Cayman is a practiced artist in the curves, a machine that responds with equal aplomb to both aggressive driving and a more moderate pace. The engine's intake honks deeply at wide-open throttle and there's good communication between the tires and driver. The gearbox snaps off upshifts insanely fast and delightfully blips the throttle for downshifts. This transmission, by the way, deserves a better operator interface than the steering-wheel-mounted buttons. We're thinking of proper, column-mounted paddles like a Ferrari, not cheap plastic bits from a Pontiac Grand Prix. Lumpy pavement is the Cayman's kryptonite. The body moves up and down quite a bit, which doesn't necessarily effect the car's grip, but the motions sap the driver's confidence. Selecting the sport mode only made the ride stiffer and still didn't quell the body motions. Overall, however, the Cayman deserves its high regard among sports-car aficionados. Comparatively, the Lotus is on another planet. That same undulating road posed no challenge for the Evora's suspension. There's a fluidity that's remarkable. It's like the wheels are free to move up and down, conforming to the surface, but simultaneously, the body stays flat and level. We don't mean to give the impression that the Porsche is awful in this regard—it's not—it's just that the Lotus is uncannily good. Switching between the two reveals a marked difference. The Cayman simply feels larger—though it's about the same size—as if there's a thin, but extra layer of isolation between the road and the driver. The Porsche's responses are just a tick behind, yet it's also the stiffer of the two cars. Somehow Lotus has figured out how to make the suspension both incredibly supple and sharp-edged. On real-world backroads, the Evora outhandles the Porsche by a wide margin. Now, handling is a tough concept to quantify beyond a driver's impressions. We thought we'd bring some data to the exercise by driving both cars over the same section of curvy pavement while recording the speed, time and g-forces with our VBOX data logger. Over a one-mile course, the Lotus was faster by a mere tenth of a second. The data suggests an inconsequential difference between the two cars, which didn't back up our seat-of-the-pant impressions. But digging deeper reveals something else: The Porsche gains times in the straights thanks to its better power-to-weight ratio, but in the curves the Lotus was often going up to 5 mph faster. Since both cars have about the same grip, the difference is simply that the Evora provides greater confidence and thus we felt more comfortable pushing it harder. What's amazing is that the Evora has this handling without the help of fancy chassis aids. Sure, there's stability control—which, like the Cayman's, unobtrusively operates in the background—but the power steering doesn't have variable assist and the shocks lack multiple settings. All that hard charging took a toll on fuel economy. During a 260-mile mix of city, highway and aggressive backroad driving, the Porsche managed 22.90 mpg and the Lotus 22.69. Be gentle with the throttle and both cars can easily achieve fuel economy in the high twenties. The Bottom Line: The Lotus delivers a man–machine connection that we didn't think was possible—a car that every ride and handling engineer should sample. Plus it's full of character—you sit practically between the front wheels, the shape is as exotic as a Lamborghini, and the Toyota V6 is not only commendably smooth, it also cries a deep-throated wail like the Porsche. In today's world of blandness, an interesting ride that doesn't suffer a ride penalty is an alluring option. The Porsche is not only outright faster, it's cheaper and better quipped inside. Picking between the two is a bit like choosing your favorite Burt Reynolds movie. If you plan to commute in one of these two cars, the Cayman is a better option. It's simply a tick easier to live with. Give us 75 grand, however, and we're hightailing it to the Lotus store. The History of Lotus: When the name Lotus is mentioned the man, Colin Chapman comes immediately into mind. The founder of Lotus, Anthony Colin Bruce Chapman, was born of ordinary, parents in the London area of England on May 19, 1928. His youth was filled with typical English boyhood antics and schooling. By the age of 17 he was entering the University College of London University to study engineering. And, as any story about motorcars would begin, Colin was already travelling about on his Panther 350cc motorcycle. Unfortunately the Panther was short lived and by the University's welcoming dance the Panther was written off, having been smashed into the door of a taxi. His interest motorcars had yet to be piqued but, with the arrival of Christmas Colin were presented with a '37 maroon Morris 8 Tourer. The Morris was lavished with Colin's attention and was used for transporting himself to and from is home and the University. Often he would have fellow students Colin Dare and Hazel Williams, who Colin had met at a dance in 1945, as passengers in his journeys. These journeys were not without peril and adventure. But Colin had turned them into sport, always interested in setting new records for traveling the distance between home and Hazel's, Colin Dare's and school in the shortest amount of time. It was soon after entering the London University, that he and Colin Dare began a second hand car sales business. The year being 1946 cars were scarce and the business boomed, growing to one to two cars being bought and sold per week. Often lectures were skipped in order that "deals" could be secured. As the inventory of cars grew the space to keep the cars became insufficient and the two Colins were seen stashing cars in the lock up shed behind Hazel's home. The normal buying and selling became easy and the two Colins grew into modifying and improving their cars before placing them on the block. This brought greater profits, but more work. This booming business was not to last as in 1947 the British government did away with the basic petro rationing and new cars became plentiful and the demand for second hand vehicles crashed. The business was disbanded and what remained was an old clapped out 1937 Austin 7. This old Austin was to be the basis of the first Lotus, the Mark 1. Only the chassis and drivetrain were retained as Colin fashioned a totally new body and modified the engine and suspension. The Austin was modified to be a trials car, a very English auto competition of driving cars through all sorts of terrain against time. Many of the construction techniques were those that Colin had learned while studying aircraft construction at school. Two trials were entered in the spring of 1948 and the Mark 1 Lotus scored its first two class wins. Colin continued to develop and modify the Mark 1. First larger wheels and tires were fitted and the front beam axle was split and hinged in the centered to provide independent front suspension. However with the coming of late spring work on the Mark 1 tapered off to benefit of Colin's studies. By the end of the year 1947 Colin Chapman had completed his engineering studies and officially attained B.Sc.(Eng). By now Colin was quite familiar with the short comings of the Mark 1 and the construction of a Mark 2 appealed to him to eliminate those inadequacies. Work had only begun on the new car when Colin enrolled in military service in the RAF, where he learned to fly. He became even more intrigued by airplanes, specifically, in their flight and engineering. It was to be an important experience for this budding engineer. During his leaves Colin would return to the lock-up garage behind Hazel's home to work on the Mark 2. At times Hazel began to resent the attention the new car was getting. Colin had little time for dates; instead, before rushing back to camp, he would present her with a job list that had to be completed before Colin's next leave. The Mark 2 was completed by late 1948. The speed and performance of the Mark 2 further enthused Colin's interest in motor sport, however this was not until an 1172cc Ford 10 engine had replaced the worn Ford 8 engine. In September of 1949 Colin's term with the RAF was completed and a future in the RAF had no appeal to him, so it was he returned to civilian life. By December Colin was employed in a London firm of constructional engineers. A life of bridge building seemed to lie ahead for Chapman, something he secretly did not relish. By Christmas the Mark 2 had grown a shapely radiator cowl and an ingenious system for the headlamps. They were mounted in the cowl and made to turn with the steering. The spring of 1950 proved how competitive the Mark 2 was with class wins in trial after trial. The Mark 2 was sold to Mike Lawson, the uncle of Sterling Moss, and Mike continued to win in the next year. In the fall a new formula was introduced for closed circuit racing, 750cc Formula racing. Thus by January of 1951 work on the Lotus Mark 3, a car designed to meet the require- ments of this new formula, had begun. It was this third Lotus that really caught the eyes of the racing community. With Colin in the driver's seat, the Lotus Mark 3 consistently won races- it was clearly the fastest of the 750cc Formula. The Mark 3 showed all of the now classic signs of the future Lotus. It was light, lean, and innovative. It did not merely win; it pounded the competition into submission. It forced the racing governing bodies to regulate specifically against the Mark 3 to preserve equality. This was, as was to be seen in the future, only the first of such occasions where rules were written with Lotus specifically in mind. The die was set; the racing community had been put on its ear. By November of 1951 Mike Lawson returned to Colin ready to purchase a faster Lotus. By the end of 1951 it was apparent that other competitors were interested and inquiries began to flow into Lotus about obtaining copies of this winning car. Copies of the Mark 3 were built and the Mark 4 was put into motion. January 1st of 1952 marked the official beginning of the Lotus Engineering Company, now located in Colin's father's building in Hornsey. The Mark 4 was completed and was sold to Mike Lawson who scored class wins race after race in 1952. By late 1952 Chapman had noted the demand that existed for the sale of components that assembled into a complete car. The Mark 5 was shelved to design and build components to fill this market. So it was that the Mark 6 was born. Chapman had noted that the twin channel chassis construction of the Austin's became heavy when properly reinforced, thus with his engineering knowledge Chapman designed a robust multi-tubular body-frame. The new structure was light, yet extremely rigid. There was no room for excess, every tube had a job. The resultant space frame for the Mark 6 weighed only 55 pounds, and when panels and mounting brackets were added the full up weight tipped only 90 pounds! The success of the Mark 6 was verified by the list of customers lined up to purchase copies of the winning car. By late 1953 the Mark 8 was introduced and Colin finally married Hazel. The small firm cars continued to flourish, their cars finishing with numerous victories generating orders for the Chapman creations to pour in at rates far exceeding production. Finally Colin was no longer able to hold down two jobs, that with British Aluminum and running a full time car construction firm, the budding Lotus company was triumphant- Colin was theirs full time. The next few years were spent pursuing victories at Le Mans, the cars; the Mark 9, the Lotus Eleven and the Lotus 14, Elite. By 1960 the Le Mans victories were in hand and Chapman's interests in racing turned from Sports Racer vehicles to open wheeled race cars, Formula Junior, Indianapolis Cars and the World Series of racing; Formula One, an arena dominated by the likes of Ferrari, Mercedes, Porsche, Cooper and BRM. From 1960 to 1981, Chapman and Lotus became the winningest Formula One Team, posting championship after championship. Establishing a tradition of winning by a total commitment to creating a superior performing car through superior engineering and innovation. It was a dedication to superior engineering and innovation that took Chapman and Lotus to an Indianapolis victory in 1965 and fielding the infamous STP Turbine cars and 4 wheel drive cars of the late 60's. It was this same dedication that created the first successful full monocoque racing chassis, the first successful fully stressed engine for racing, and the first full composite chassis for a road car. It was the Chapman connection that brought Ford's money to the small firm of Cosworth, operated by two old employees, Frank Costin and Keith Duckworth. From this came the winningest Formula One engine in history, the Cosworth Ford DFV. The first win came with Jim Clark at the 1967 Dutch Grand Prix. It was the maiden race for the sleek, ultra-light Lotus 49 powered by the Cosworth Ford in its first race. The competition was overwhelmed by the superior chassis and engine and victory was Clark's. In 1978 Chapman unveiled the Lotus 78 Formula One race car and again the rule books would have to be rewritten as would history. The Lotus 78 used bodywork on the underside that effectively created a venture, thus as the air rushed under the car the air was forced to accelerate and the pressure of the air was lowered dramatically. The result was downforce never before imaginable, in excess of 2000 pounds of downforce was created in addition to Lotus 78's 1250 pound weight. The Lotus 78 was said to corner as if truly on rails and it took six Grand Prix wins in 1978. The impact upon racing created by ground effects cars were so astounding that by the end of 1981 the ground effects Formula One cars were banned and replaced with flat bottom cars in 1982. When Chapman died in December of 1982, from a massive heart attack, no one questioned the indelible influence that Chapman and his small English motor car company had upon the engineering and manufacture of automobiles both for racing and for street. Every single automobile on the race track and on the road today owes some part of its design and engineering to Anthony Colin Bruce Chapman and his company, Lotus. What is missed by racing enthusiasts around the world is the sight of Colin Chapman's black cap sailing across the track as one of his Formula One race cars streaked across the finish line at one of the 78 Grand Prix races won by Lotus. What is missed by automobile enthusiasts around the world is the feeling of great anticipation of what the brilliant mind of Colin Chapman would bring to the roadways for them to savor and enjoy. And, yet the Lotus Legend lives within the walls of the Lotus factory in Hethel, England and with the current Formula One Lotus race cars. It has been said by many that Colin Chapman accomplished more to influence the modern automobile than any other human. Quite a statement considering the greats who are Chapman's peers. It is enough to say that the automotive engineering and automobiles are in their present state of development due to Colin Chapman: innovator, genius, engineer, driver, founder, and enthusiast. The Lotus nose badge: The letters at the top of the triangular green lozenge are "A - C - B - C ". They are the initials of Anthony Colin Bruce Chapman, the Designer, Builder, and Founder of LOTUS. Colin Chapman calls his car a LOTUS because once you drive it, you will forget all the others. In the logo, the initials are larger than the word LOTUS, for-Lotus-is-indeed Anthony-Colin-Bruce-Chapman! The triangular lozenge is colored British Racing Green, which is the color designated for cars of British origin that will be competing in international events. The lozenge is placed on a field of yellow, signifying the sunny days that Chapman hoped would lie ahead for his company. All Lotus competition cars were painted British Racing Green with yellow detailing, until the advent of paid corporate sponsorship which turned them into rolling billboards. In April of 1968, World Champion Driver Jim Clark was killed at Hockenheim, Germany, while driving a Lotus Type 48 in a Formula 2 race. From that day forward, all LOTUS cars have worn a black nose badge, out of respect for his passing. Conclusion: I’ve had the luxury of driving this car and it’s an amazing car to drive! I’m 6 foot 200 hundred pounds and fit in the perfectly. It’s great looking, extremely comfortable and fully loaded. It has everything you could ever want in a car. For the true collector and Lotus Enthusiast the launch edition will one day be collectable. As with all my cars I’ve priced it very competitive and expect it to sell quickly. Please call me @ 401-339-8966 or email me with any questions. This vehicle can be seen by appointment only. Inspections are welcome. Check out some of my other listings. Thank you! Sincerely, Please see my other classic cars I’ve listed for sale here -->